Fuel control apparatus for jet engines



Feb. 16, 1954 Filed Feb. l. 1947 FUEL L. LEE u 2,669,094

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O FUEL CONTROL APPARATUS FOR JET ENGINES Filed Feb. l, 1947 5 Sheets-Sheet 2 Mmm AGE/Vf Feb. 16, 1954 L, EE n 2,669,094

FUEL CONTROL APPARATUS lFOR JET ENGINES Filed Feb. l, 194'? 5 Sheets-Sheet 3 Ivy 4 l 2062\ \444 38a 30a INVENTOR.

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Feb. 16, 1954 L, LEE 2,669,094

FUEL. CONTROL APPARATUS FOR JET ENGINES Filed Feb. l. 1947 5 Sheets-Sheet 4 794 IN V EN TOR.

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FUEL CONTROL APPARATUS FOR JET ENGINES Filed Feb. 1. 1947 5 sheets-sheet 5 V2? 1l-9i f l/.a @7

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E/@HTONZEE Z BY J0 l 1 y n f /l l l l 0 /fvoPfAs/NG TEM/Q AGENT Patented Feb. 16, 195e FUEL CONTROL APPARATUS FOR JET ENGINES Leighton Lee II, Rocky Hill, Conn., assigner to Niles-Bement-Pond Company, West Hartford. Conn., a corporation of New Jersey Application February 1, 1947, Serial No. 725,842

79 Claims. (Cl. 60-3028) This invention applies to fuel and speed control apparatus for internal combustion engines inclusive of gas turbine engines, jet engines, and combustion gas turbine-and-jet engines.

The particular embodiments of my invention, as shown and described herein, are intended for the control of fuel delivery to an engine suitable for propeller propulsion, jet-propulsion, or combined propeller-and-jet propulsion of aircraft. Such engines'generally include an air inlet, an air compressonone or more combustion chambers, a 4gas turbine and a tail pipe for discharging combustion gases to the atmosphere. Associated with the engine is a fuel pump for delivering fuel thereto, the claimed invention relating to apparatus for controlling the fuel pump delivery as a function of several variables including engine speed, engine temperature, other engine operating conditions, and manual control.

Both structural and metallurgical limitations prevent operation of an engine such as described at speeds or temperatures exceeding predetermined high values, and the engine is often normally operated at maximum allowable speed in order to avoid prohibitive sacrifice of power output. The engine speed is controllable as a function of fuel flow, and there may be included in the fuel system a governor mechanism responsive to the engine speed and effective to control the fuel flow to maintain a value of speed correspending to the position of a lever controlled by the operator. In the embodiments shown and describedv herein, there is employed what is known as a droop-type speed governor mechaniSIfl, the characteristics of which are subsequently described.

Similarly, in order to obtain maximum power output, the engine temperature must be maintained at limiting or maximum allowable value also, but this is not generally done owing to the hazard involved and to the fact that recorrespond with variations in propeller pitch y and hence with variations in engine torque and power output. In this case, the fuel flowv variation vallegre' the engine temperature to vary in a reiatively wide range below the limiting temperatur'e value, this type operation being more economical than is possible by allowing the speed to vary in order to obtain equivalent power. Normal engine operating conditions in turbinepropeller installations represent a wide rangeof engine speed, temperature, torque and other variables, however, all of which variables involve the necessity of providing suitable control of engine speed, and dependable means of avoiding both speeds and temperatures in excess of max'- imum allowable values.

When the engine is used for jet-propulsion only, the aircraft design, ight load, and other conditions are carefully taken into account to permit all possible operation at maximum allowable engine speed. With a single engine in use in a particular jet-propelled aircraft, engine speed is necessarily varied over a considerable range even though normal ight speed is maintained at a value determined by the maximum engine speed. With multiple jet engines, a pair of engines is preferably operated at maximum speed rather than allowing a'greater number of engines toV operate below maximum 'allowable speed. In jet-propulsion, there remains the necessity of providing suitable engine speed control and means for avoiding excessive speeds and temperatures. In all cases, the control' of fuel flow affords means of controlling both the engine speed and temperature.

The maximum allowable engine speed depends on engine design, two different engines in current use having maximum speeds of approximately 7,000 and 13,000 R. P. M., respectively. Neither engine is self-operating below a starting speed to which it is accelerated by external means which ceases to drive the engine when selfoperation of the latter occurs. The engines referred to have starting speeds approximating 3,000 and 8,000 R. P. M., respectively. Following starting and subsequent heating of the engine it may be idled.. at a speed approximating'its starting speed, but unless the fuel flow is maintained at a value great enough to sustain idling the engine ceases to operate as a result of burner blowout and restarting by external means is necessary. Avoidance of `undesired engine stoppage owing to attempted operation at prohibitively low speeds is a function of the fuel control apparatus.

Objects of my invention are:

(l) To provide improved hydraulic apparatus for the control of fuel iiow to an internal combustion engine, so that fuel is delivered to the at a pressure'which is in a vpredetermined .fixed relationship with a variable control oil pressure in the apparatus and particularly to improve the apparatus shown and 4described in the copending application of Milton E. Chandler, Serial No. (i6-1,412, filed April 23, 1946;

(2) To include in such apparatus improved means for regulating said hydraulic control pres- ,sure by means responsive to an engine operating condition which produces intermittent flow of hydraulic fluid in the apparatus;

(3) To provide in such apparatus improved means for controlling the fuel ow to the engine as a function of engine speed so that the sensitivity of response to speed changes is not unduly affected by the value of engine speed or other engine operating conditions;

(4) To include in such apparatus improved means for controlling idling fuel flow at a predetermined minimum value;

(5) To provide in such apparatus improved means for control thereof by a manually operated lever so that the lever is movable in response to a force of predetermined maximum value;

(6) To provide improved means rendering full response of such apparatus to manual control subject to predetermined time delay; and

(7) To provide improved means in such apparatus for cutting olf the flow of fuel to the engine.

Other objects and advantages of my invention will become apparent from a consideration of the appended specification, claims, and drawings, in which:

Figure l shows, somewhat diagrammatically, fuel and speed control apparatus embodying the principles of my invention, the principal elements of an internal combustion engine, and connections between the apparatus and the engine;

Figure 2 shows, somewhat diagrammatically, the fuel nozzle and manifold assembly of the engine of Figure l in relatively greater detail;

Figure 3 illustrates a cross-sectional view of the apparatus of Figure 1 substantially as built;

Figure 4 illustrates, somewhat diagrammaticalIy, an embodiment of my invention similar to that of Figure 1 and an improvement thereof;

Figure 5 shows, also somewhat diagrammatically, another embodiment of my invention in which are employed certain improved or alternate forms of the elements of Figures 1 and 4;

Figure 6 graphically illustrates the relationship between the rcanully operated control lever position and the engine speed, for conditions of engine over-speeding;

Figure '7 graphically illustrates the relationship between the variable control oil pressure produced by the apparatus and the engine speed, for comparative conditions at low and high speed;

Figure 8 also graphically illustrates the relationship of Figure 7, for varying values of the compressor discharge pressure;

Figure 9 graphically shows the relationship .between engine temperature and speed, for comparative conditions of operation; and

Figure l0 graphically shows the relationship between the variable control oil pressure and the engine temperature, for comparative low and high speed conditions of operation.

FIGURES 1 AND 2 Referring to the drawing, Figure l, there are shown the principal elements of an internal combustion engine suitable for propeller-pro- 'shaft 54.

pulsion or propeller-and-jet propulsion of aircraft, as follows: a supporting casing I0, an air inlet I2, a multi-stage compressor I4, a compressor rotor It, one each of a number of combustion chambers I8, one of a number of fue] discharge nozzles 2t connected to a generally circular manifold 22 by means of a conduit 2|, a multi-stage turbine 24, a turbine rotor 26 connected to the compressor rotor I6, a tail pipe 28 for discharge of combustion gases from turbine 24, a center bearing 30 and end bearings 32 and 34 supported by casing I0, a propeller shaft 36, and a gear train 38 connecting shaft 36 to shaft I6.

A tube 4D is provided for transmission of the air inlet pressure (10E) from the engine to a thermal control 42 in the fuel control apparatus, and a tube 44 is similarly provided for flow of air at the compressor discharge pressure (pn) from the engine to the apparatus. A main fuel conduit 46 conveys fuel to manifold 22 of the engine from a fuel pump 48 which is connected to an indicated source of supply by a fuel pump inlet conduit 50. `Pump 48 is driven by the engine thru gearing 52 and includes delivery varying means operable by a It is the function of the apparatus to regulate the pressure (pp) in conduit 48 and hence the fuel flow from nozzles 20.

The particular nozzles shown in Figure l and, in somewhat greater detail, in Figure 2, have a single set of fixed slots 23, two of which are shown in Figure 2. Fuel is supplied to each of the slotsl 23 in a manner which causes the fuel to be discharged from nozzles 2!) as a swirling spray. Since the nozzle slots are fixed, the fuel flow varies as the square root of the differential between the pressure in conduit 465 and that in the nozzle, an extremely wide range of pressure variations being required therefore when the fuel flow is required to be increased from a relatively low to a high value. In order to avoid extremely high fuel pressures in conduit 4G, some engines are provided with two manifolds and nozzles, having two separate sets of fixed slots, one set of slots of each nozzle being connected to one manifold and the other set of slots of each nozzle being connected to the other manifold. There is then provided a wide-open ow connection between one manifold and the main fuel conduit corresponding to conduit so that one set of slots in all the nozzles functions solely in response to the fuel control apparatus and the fuel pump. A flow divider is installed between the second manifold and the main fuel conduit7 however, so that fuel is not permitted to ow from the second set of orifices in each nozzle until the pressure in the main fuel conduit exceeds a predetermined value, following which fuel is gradually supplied to the second manifold as the fuel pressure is increased. By this means, the necessity of otherwise increasing the fuel pressure as a squared function of the desired now is avoided and the fuel pump and control apparatus may operate under most favorable conditions. In any case, regulation of the fuel pressure (pr) in conduit 46 remains the function of the fuel control apparatus which is subject to relatively easily defined modication to suit use of one or two manifolds.

The rate of fuel flow to the engine and hence the engine speed are functions of the fuel pressure (pr) in conduit (it, which is controlled by the delivery varying means connected to shaft 54,

The fuel control apparatus operates shaft 54 so that in steady state operation` the pump delivery always corresponds to a desired value of engine. speed.

Principal elements of the fuel control apparatus of Figure 1 are in an hydraulic fluid pump 56, a check valve mechanism 58,` a pressure regulator 60, a speed governor mechanism 62, a barometric control 66, and an hydraulic motor 6d connected to fuel pump 48. An engine driven shaft H9 is provided for rotating certain elements of the apparatus as hereinafter explained.

Fluid pump 56 isl operated by a drive shaft 51 which is driven by shaft IIS, as indicated, or by any other suitable means. Hydraulic fluid flows to pump 56 from an indicated source of supply at a pressure (p) thru a supply conduit 68 and an inlet conduit 10. Fluid is discharged by pump 56 into a discharge Conduit T2, a part of the fluid being by-passed to the pump inlet thru check valve mechanism 58 and a. drain conduit 14 connected to inlet conduit 10, mechanism 58 maintaining a pressure (p1) upstream from a restriction 'I6 in conduit 12. Fluid flowing thru restriction i6 enters a conduit 1S connected to a chamber 80 in pressure regulator` 60. Some oi the fluid entering chamber 8U flows thru regulator 60 to conduit '14, the regulator 60 regulating a pressure (p2) in chamber' 86 which has a value somewhat less than that of pressure (p1). .Ihev remaining iluid entering chamber 60 flows therefrom thru a conduit 82, speed governor mechanism 62, a conduit 84, and the barometric control 64 which is connected to conduit l0. The gov.- ernor mechanism 62 and the barometric control 64 control the variable control oil pressure (p4) in-a conduit 86 which is connected to a closed chamber 88 in motor 66. The pressure betweenv mechanism 62 and control 64 in conduit 84 is designated (p3). Motor 66 varies the fuel flow in response to pressure (p4), which is sometimes referred to as the "V. C. 0. pressure.

Manual control of the apparatus is provided by elements including a fixed quadrant 262 and au engine control lever E62 for operating a shaft 266 thru an arc corresponding to a calibrated scale 266 mounted on quadrant 2,62. g

Check valve mechanism 55 comprises a body 90 having therein a chamber e2, the opposite ends of which are respectively connected to conduits 12 and 14 by conduits d4 and Q5. A ball valve 98 is forced by a spring |06 toward a seat |02 in chamber 92 at the point of entry of conduit 94 into the chamber. Ball valve 98 controls the flow from conduit 64 thru mechanism 58 and conduit 36 to conduit ld. The force produced by spring ille is substantially constant so that the pressure (p1) of fluid upstream from ball valve 98 is maintained at a substantially constant value.

Pressure regulator 66 comprises a regulator'v body |04 having therein a cylindrical valve guide 'f y |06 in which there is a piston valve E68 separat.-v

ing chamber 80 from another chamber lill, piston |08 being slidablc in guide |06 to vary the effective` area of flow thru a Valve port vH2 from chamber 30 to chamber H0. Valve |08 has av squared extension |69 which is slidable but not rotatablein a corresponding breached recess l il in a shaft H4 with which extension les is engaged. Shaft ||4 extends thru the right-hand end of body |04 and is rotated by a gear 6 driven by va gear H1 on a shaft id which is rotated by the engine. Valve |08 is thus both slidable and rotatable in guide |06, its rotation being provided to prevent sticking. A spring I6, in compression y between one end of vanother shaft |20 and a spring-support |22. tends to move the valve toward` the right in opposition to the pressure (be) in. chamber 80. Spring support |22 rests on a ball bearing assembly |24 xed in the left end ofvalve |08, bearing assembly |24 preventing rotation of support |22 in response to rotation of the valve and consequently preventing torsion due to the twisting of spring H8. `Shaft |2d extends thru an aperture in the left end of body |04 and is provided with a toothed section |2t outside body |04 which engages a gear |28 mounted on a shaft |30 which is rotatable to move shaft |20 in a sense to increase or decrease theA deflection and hence the force of spring ||8 on valve |06.

The pressure regulator valve |08 is thus subject to a force proportional to the differential between the respective pressures (p2) and (p) in chambers 80 and ||0 which tends to move it leftward; and a force due to spring i8k which has a substantially constant value depending on the angular position of shaft |30. Valve |03 moves in guide |06 to maintain equilibrium of these forces, so that in steady state operation with the angular position of shaft |30 fixed the following relationship applies:

in which (S) is the force o f spring IIB and (It) is a constant. In the lembodiment shown, the Value of (p) may be considered substantially constant so that the pressure (p2) is therefore substantially constant. Shaft |30 is connected to shaft 266 thru a pair of gears 261 and 269 so that clock- Wise movement of control lever 264 moves shaft |20 toward the right and hence increases the value of the pressure (p2).

Both the volume and the pressure of iluid flow ing thru the check valve mechanism 58 are subject to wider variations than the corresponding volume and pressure of fluid flowing 'past valve |03 in pressure regulator 60. Pressure regulator' 60 is therefore of smaller capacity and of greater regulating accuracy than the mechanism 58.

Use of both the check valve mechanism 58 and pressure regulator 60 not only permits more accurate regulation of pressure (p2) but renders the apparatus better applicable to installations in which the fluid pump is remotely located in respect to the rest of the apparatus. A single valve could perform the functions of both mechanism 58 and regulator 60; but, if located at the pump, a long and complicated valve control mechanism would be required; and, if a single valve were located at the control apparatus, long high- Capacity lines to the pump would be necessary.

Speed governor mechanism 62 has a housing |32 which contains a lower chamber i3d and an upper chamber |36 separated by a wall |31. A ilyball speed responsive device |36 is mounted in chamber i3d and is driven by a shaft |46 which extends downward thru the lower end of housing |32, shaft l dil being rotatable in response to rotas tion of the engine driven shaft si e. The speed or shaft |45] is thereby maintained at a value pro poi-tional to engine speed. A valve shaft |44 is slidable in a guide Mt provided in wall |31 in response to movement of a pair of fly Weights will in device 36 in reference to corresponding pivots |50, valve shaft Mld being at an ex eine down.- ward position when the engine is stopped and being Subject to an increasing force tending to raise the shaft as the engine speed is increased.

The upper end of shaft de extends above guide |45 and has fixed thereto a ball bearing assembly |52 on the outer race of which. is mounted aspring support |54. A governor spring |56 is in compression between support |54 and an arm |58 fixed to a shaft |69 in parallel with shaft |44 and slidable in housing |32 so that the central portion of the length of shaft |60 andarm |58 occupy a part of chamber |36. Shaft |60 has a toothed section |62 which engages a gear |64 mounted on a shaft |65. A lever |61 has one end fixed to shaft |65 and the other end provided with a pin |69 which engages a slot |1| in a cam |13 which is fixed to shaft |30, so that shaft |65 is operable by shaft |36 and hence by control lever 264. The angular position of shaft |65 determines the height of arm |58 which in turn determines the deflection of spring |56 and hence the downward spring force acting on valve shaft |44 inopposition to the upward force produced by the speed responsive device |38.

When valve shaft |64 is not stopped, the upward force produced by device |36 balances the downward spring force. When the engine speed is constant and the position of arm E66 is fixed, these forces are in equilibrium, the position of shaft |44 then being determined as a function of the engine speed, characteristics of device |36 and the value of the spring force. Speed governor mechanism 62 is controlled so that in all conditions of equilibrium the valve shaft has a substantially constant position, which is subsequently referred to as the equilibrium position of the valve. The deflection of spring |56 required to maintain the equilibrium position of the valve substantially constant as the engine speed is varied is made an approximate straightline function of movement of lever 266. rant 262 is then calibrated in terms of engine R. P. M., the scale values increasing from minimum to maximum in a clockwise direction corresponding to clockwise movement of lever 261i, for varying the speed setting from minimum to maximum values, respectively. For any given setting of lever 264, the governor Valve is in its equilibrium position whenever the speed is substantially constant at the value determined by the lever setting.

A pair of adjustable stops |96 and |62, respec- L tively, are provided to limit the downward and upward travel of arm |69 and hence the angular movement of shaft |69. Stops |66 and |82 are eifective to determine the maximum and minimum deflection of spring |56 corresponding to any given position of valve shaft E44. Hence stops |80 and |62 determine the maximum and minimum engine speeds respectively required to raise shaft 594 to the position of equilibrium. A third adjustable stop E34 is provided to limit upward travel of shaft |44 regardless of the engine speed or the setting of spring |66 by arm |58.

Rotation of shaft |99 is transmitted thru device 36 by means oi iiy weight levers |66 to valve shaft |44 so that shaft |44 is both slidable and rotatable in guide |46. shaft |44 is provided not only to prevent sticking but as an essential requirement of chopper type valve construction, a form of which is provided in shaft |44. Valve shaft |44 has an undercut portion |66 of its length approximately at the center of guide |96. Conduit 84 enters a passage |16 in wall |33, passage |19 opening into the annular chamber |12 formed by undercut |68. Movement of shaft |46 does not vary the effective area of flow from chamber |12 to passage |16. Another passage |'i4 is connected to conduit 82 and opens at a port |16 in guide |46 approximately at the lower edge of undercut Quad- The rotation of valve |68. A number of notches |18 is provided below the lower edge of undercut |68. Notches |16 are V-shaped in the embodiment shown and are deepest at the lower edge of undercut |68, tapering outwardly and downwardly to the periphery of shaft |44, the notch length being shown slightly greater than the diameter of port 16. The undercut |66, annular chamber |12, and notches |18 comprise a governor chopper valve |45. When notches |19 are opposite port |16, rotation of chopper valve |45 causes the notches to successively move past port |16, thereby permitting intermittent flow from port |16, thru notches |18, and into the annular chamber |12. Reference to chopper valves in this speciiication is thus explained to indicate a rotating valve providing intermittent flow between a pair of valve ports by means of one or more notches cut into a valve shaft, the shaft sometimes being undercut to form an annular chamber of which each notch forms an extension. Each notch permits flow from one port to the other past the valve during an interval of each revolution of the valve, the length oi interval being determined by the speed of rotation and dimensions of the valve, notches and port.

The advantages of chopper type valve construction are more readily apparent when it is realized that the volume of fluid handled by valve |45 is small and that the eiective area of flow past the valve is required to vary in predetermined relationship with the valve travel. lf notches |16 where omitted from valve |45, port |16 would necessarily be precisely contoured and valved by the lower edge of undercut |68; or the undercut |68 would be tapered to correspond to requirements and a given form of port |16, or some combination of these two types of design would be necessary. In any case, however, even with utmost practicable precision, the desired dimensional accuracy of parts would be difficult or impossible to obtain, and the effective areas of now corresponding to some or all positions of the valve would be undesirably small. With chopper type valve construction, on the other hand, since the iiow is intermittent, there must be correspondingly greater eiective now area to permit the same ilow as would occur with the previously described steady iiow type valve. Thus with the same manufacturing precision, the dimensional accuracy of the chopper valve is improved, the possibility of ow stoppage by entrained dirt is decreased, and the notch or notches are relatively easily contoured to provide any desired relationship between valve travel and effective area of flow.

The barometric control 64 has a cylindrical casing |86 at its upper end. A valve guide |88 integral with casing |96 and extending downward therefrom is bored to permit slidable operation of a valve shaft |90 in guide |88, the upper end of shaft |90 extending into casing |86 at its ap' proximate center. A bellows |92 is xed inside casing |86 at its upper end and has an inverted cup 94 closing its lower end. Another bellows |96 has its upper and lower ends xed to cup |94 and the lower end of casing |86, respectively. A ball bearing assembly |98 is fixed to cup |94 inside bellows |96 and at its upper end. The upper end of shaft |90 is connected to cup |94 thru bearing assembly |98 and is held against the cup by a spring |91. Another spring 209 is in compression between the top of the interior of casing 'aecaooe causing torsional stress in .the .bellows assembly. Shaft |90 .has a connection with .engine driven vshafft I|"|.9, as indicated, but may be rotated by any .other suitable means, 'if desired. v

LA 'chamber .i292 'formed .inside casing .E36 .and outside 'bellows |92 and |96 is evacuated. ,A chamber .293 inside bellows .|92 .is ,connected by means of a conduit 29d, lthru an inl'et .chamber 20B in thermal control 242,' .another conduit ddii, and a .restriction 2|0 lto conduit liti-'5. Assuming .that no `flow occurs thru thermal control .d2 .frein .conduit 208 'to conduit 4|), `the `interior of lbellcws is subject 'to the compressor discharge .pressure (1115). 'The interior of bellows lill 'is vented vto "atmospherethru a vent 2 |.2 vin 'the lower .end .of casing '|86 and 'is therefore ,subject -to .absolute atmospheric pressure which produces a force '.tendin'g'to extend bellow-i1 .|96 and to move shaft f90 upward. 'Bellows :|96 serves primarily as `a seal to prevent leakage into the Aevacuatedchamber 202, "however, and isof such small elective area that 'the "upward vforce produced by it in response to the vabsolute atmospheric pressure is small. The `.principal control of vertical moven ment of valve shaft '|90 'is vaccomplished bybel lows '|92 I`which is'normally subject to theabso lute compressor discharge pressure'and :produces a force lproportionalthereto Vwhich 'tends'.to move Shaft v|90 downward, the l'force increasing as the compressor Udischarge pressure increases. The vertical pposition of "shaft "|9|l .is determined by the 'condition jof equilibrium of Vforces produced bybellows |92 'and `|96`andby springs |91 .and 200, which may be considered equivalent to va singlespring havinga rateedual to the sum Aof the^rates A'ofl springs |911 and 209 in 'the ffollowing equilibrium f equation pnAfwpaal=Sl+Sltl .=r1 A- r.fr1ii-' ts in which #.(tf) is :the downward :travel `tof valve shaft |90 from apredetermined initial position, (Aff) i and .(a are `the effective fiareasfof bellows |92;and |91, respectively, f.(S.=) ;is the/net initial upward force .of springs-:llfgand 290,;and1-(s') .is

theqsumof the vrates'of the .twosprings Itfis apparent-.that Ct A-andf hence f the :position: of the valve is, determined asv a function lofthezvariables (pn) andl (pa) shaft; 1.99 moving. downward-'as ,the absolute-discharge pressure (pn) ,.increasesfanjd also tending .to -move downward -as the atmospheric pressure. (par) inside bellows- |96edecreases. Asl previously. stated, the yeffect of. bellows |96 t is small andit is .subsequently explained thatat any .given value of engine speed a .decreasefin atmospheric pressure (pa) fproducesanetbellows frceicausing upward. movement of' shaft |199.

"yalveshaft |90'hasan undercut zlaforming an "annular chamber 'I2 6 ,which is always ...connected by condutftachamberfSBin motoree regardless .ofthe position of shaft |590 in its?. nor-` malrange of operation. .A.V..shapedfnotch2|.9 ezitending .downward from .undercut f2 |.4 .is normallyLopposite a port.` 220 .connected to confdu-it 84. ,"The un'dercut` 2 mannularchamber |6, and

notch? |9 4comprise a 'barometric chopper. valve 10 duit 86 to-chamber B8 ingmotord. ,n multiplicn .ity fof notches 2|!! is employable if desired.

A small -diametral passage 2.2@ is provided .in .valve shaft 519i) at the .approximate center of umdercut ,2l fr and .a centrallyrslocatedglongitudinal .channel 22.6 lis .drilled from the lower .end of the shait @to y:inter,sect ipassage 22e. ir-he :lower end tof channel ,22'6 -is then plugged. rat least .one .dametral passage 228 intersecting v,channel 225 Qbeloyv passage .z2- si is :provided opposite va recess 2).'{11 Ain.\ g 1.1ic ie L83, which recess is .connected :to conduit .'ll. Thus, when shaft .,lllrotates in -lany vertical position ,thruout its .normal range of movement, A,rluid .may flow 4thru annular chamber 2.15', passage .52.251, `channel l26 ,and 1 passage 28 .to recess .23.9 r.and .conduitJiL Passage 1.228 yand recess 239 ,function as a. chopper vvalve to restrict .the .OW from chamber 2|9 to .conduit l'.

`The hydraulic motor .66 includes .a body I.2.32 .enclosing .therein amor-able piston 234i separating.chamber `88 from .another chamber 235. Piston ,234 is' connected .to .shat 54 by vmeans .of a lever ,'.2318 4and 7.a rod ,.lll, .so that .motionof .the piston 231|,.is transmitted .to shaft iid. .A conduit Yl'connec'ts chamber .Zilli .to .conduit it. fiston sure (pi) since .in the embodiment shown, as

pressure (p4) increases, piston4 2.3.4.moves. upward to .turntshaft e-insadelivery increasing direction until a..s.ta te.of eguilibrum existslbetween forces acting.on..the piston. .With spring 44.,

) bowever,.,tbe fuel pressure (for) exceeds pressure (p4) by an amount corresponding-totheload S i) of :spring ,2144, Twhich .variesf at a predetermined rate.

The .maximum limiting .temperature .has .a value .which f decreases sli-gl'itlv. asthe .speed ,fincreases, y.there beingean. approximate. straight line relationship .between .temperature .and speed. When .the .engine ,is .operating Ain substantially steadyistate `condition, .the normal Cengine ternperature is less than the maximum limitingvalue, the differential between. normal. steady .state temperatnrefandthe maximurnlmiting .value decreasing. ,as/the. speed incr-eases. corresponding to the. increase .in fuel. lowas the -speed increases. Duringracceleration, however, .the temperature. is higher .than normal -in .respect to .speed -since uelgis r being supplied. to-the. engine lat afgreater ratethan that@normally` corresponding to4 the enginespeed,untilaacceleration ceases. .Temperature ,characteristics-:of the engine Jareindicated inligure `.9 which issubsecluently. described..

-lherrnal. control 425 comprises a` body Mii. havingna wall'iB-:separating inletichamber- Z-from anfoutletnchamber;:25i lconnected to conduit d0.

One yend-oi ya, thin-walled tube,- 2 52 vis fixed f to Ythe closed end -of-bodyv 24d `nearest `outlet chamber 250 and hasf'attaehed-atc itsot-ner end, .which isjclosed, ag-rod 2-54-whichris1slidable ina centrallylocated tube 252 is xed. The free end of rod 254 is 11 contoured to form a valve 258 which is operable in a seat 26|) in wall 248. Tube 252 and rod 254 are made from materials having substantially different coefficients of thermal expansion and the unit is installed in the engine, as diagrammatically shown in dotted lines, with tube 252 exposed to the temperature of combustion gases in the tail pipe 28, or as may be otherwise desired. As the temperature increases, tube 252 expands faster than rod 254, thereby increasing the effective area of opening between valve 258 and seat 260. In the embodiment shown, control 42 is made so that the valve remains closed until a limiting value of temperature is exceeded.

While tube 252 of thermal control 42 is subject to engine temperature, the latter may vary at a sufficiently rapid rate to cause a time lag between actual temperature change and response of the thermal control owing to time required for the tube and rod to change temperature. Thus if the thermal control is set to permit opening of valve 258 at a predetermined value of temperature, in actual operation in which the temperature is increasing, the engine temperature will slightly exceed the predetermined value before the thermal control responds; and, in actual operation in which the temperature is decreasing, the engine temperature will fall below the Dredetermined value before the thermal control responds. The resulting differential between the respective values of increasing and decreasing engine temperatures at which the thermal control becomes effective is referred to as vthe temperature droop corresponding to the speed governor droop subsequently explained.

Operation-Figure 1 Included in the foregoing description of the structure of the embodiment shown in Figure l is a partial explanation of the function of each of the principal elements described. A more complete explanation of the coordinated operation of all elements of the apparatus follows.

In operation, pump 56 discharges fluid into conduit 12, the pressure (p1) in which is maintained substantially constant by check valve mechanism 58.

From conduit 12, fluid flows thru fixed restriction 16 and conduit 18 to chamber 80 in pressure regulator 60, the pressure (p2) in which is maintained substantially constant by regulator 66. The value of pressure (p2) is variable between minimum and maximum limits in response to clockwise movement of the engine control lever 264, between extreme positions indicated by quadrant 262.

Fluid flows from chamber 8|] in pressure regulator 6B at pressure (p2) thru conduit 82 to the governor chopper valve |45 in speed governor mechanism 52 and thence into passage |18 and conduit 84. In the equilibrium position of valve |45 the lower edge of undercut |68 is slightly above the lower edge of port |16, thus slightly restricting the effective area of flow thru port |16, the amount of restriction at the equilibrium position of the valve approximating 10% in the embodiment shown. For any given setting of lever 264, the governor valve is in its equilibrium position whenever the speed is substantially constant at the value determined by the lever setting. When the engine speed is constant, fluid may flow from port |16, thru annular chamber |12 and passage |18 to conduit 84, subject to an approximate 10% restriction of the effective area of ow thru port |16. The differential (p2-p3) and hence the value of pressure (p3) in conduit 84 depends not only upon the restriction of valve illii but upon operation of the barometric control 154 and thermal control 42.

When the engine speed is less than that corresponding to the position of lever 264, and hence less than the speed required to move the governor chopper valve |55 upward to the equilibrium position, port |16 is opened wider and, when the speed is a predetermined amount below the setting speed, valve It moves downward to an extreme position at which the lower end of valve shaft |44 is in Contact with a bearing |38 in device 538. Thus when the engine speed is slightly less than that corresponding to the position of lever 25d, the pressure (p3) in conduit 84 has a Value which varies between the value of pressure (p2) and approximately 90% of the value of pressure (p2). When the engine speed decreases further, the pressure (p3) is maintained equal to the pressure (p2) and there is unrestricted iuid flow past the valve.

When the engine speed exceeds the value corresponding to the position of control lever 264, valve |45 is moved upward from its equilibrium position so that the lower edge of undercut |68 is further above the lower edge of port |16 and valve i 45 further restricts the flow from port |16 to passage |15. The pressure (ps) is then correspondingly less than the pressure (p2) The restriction across valve |45 results from the positional relationship of both the lower edge of undercut |68 and of notches |18 with port |16. As the speed continues to increase until all duid flowing from port |16 is required to flow thru notches |18, valve |45 then functions entirely as a chopper valve, and the rate of change of ow thru the notches corresponding to speed changes or to vertical movement of valve shaft |44 is controlled by the number and respective contours of the notches.

rlhe barometric chopper valve 222 in the barometric control 84 operates to vary the relationship between the variable control oil pressure (p4) in conduit 86 and the pressure (p3) in conduit 84 by varying the rate of flow from port 220, and thru notch ZIB, annular chamber 2|6, passage 224, channel 226, passage 228, and chamber 238 to conduit 10 at the relatively low pressure (p), principally in response to changes in the compressor discharge pressure (pn). 'Ihe pressure (pn) varies as a function of engine speed, flight speed, altitude, and other conditions. Assuming that each of the other two named conditions is considered constant, then the compressor discharge pressure increases as the engine speed increases, increases as the flight speed increases, and decreases as the altitude increases or as the density of air in which flight occurs decreases. Notch 2 Q is therefore contoured so that the barometric control 64 varies the pressure (p4) in conduit 86 as a function of engine speed to control acceleration, and also varies pressure (p4) as a function of altitude changes.

Case A With air of minimum density at the air entrance i2 and with control lever 264 retarded to its extreme counterclockwise position, the pressure (p2) in conduit 82 has a minimum value, the pressure (p3) in conduit 84 has a minimum value approximately 10% less than the minimum value of pressure (pz), the speed required to move the governor chopper valve |45 in governor mechanism 62 upward to its equilibrium position has a minimum value, the compressor discharge pressure (pn) acting on the decanos i3 barometric control 64 has a minimum value and the variablev control oil pressure (p4) acting in motor Si", has a corresponding minimum value. Motor r(i6 therefore moves the delivery varying means associated with pump it to a position for minimum delivery.

The lever is necessarily slightly advanced in 'a clockwise direction from the extreme position asv sumed to one at which the respective values of setting speed, and of thepressures (212),'(233) and (p4) are suiiiciently yincreased as explained in Case B to permit the engine to become operable. The case assumed above is purely hypothetical since minimum air density is dependent on both minimum iiight speed and relatively high aiti-Y tude.

Case B.-.-Assuming that the control lever is advanced in a clockwise direction to a position between 'zero and approximately eighty degrees such as is shown in the drawing, the sequence of events is substantially as follows: Shaft E39) causes gear 23 to move shaft |26 toward the right, thereby increasing the deflection of spring H8 'andincreasing the value of pressure (p2) in conduit 82. Shaft |32! similarly causes gearl |64 to move yshaft |56 and arm |58 downward to increase the deflection oi spring |55 so that valve shaft IM and valve |45 are moved downward from their equilibrium position to maintain une restricted `ow of uid across the valve so that the pressure (p3) in conduit ilfi increases to the increased value of pressure (p2). The variable control oil pressure (p4) in conduit iii and in motor |66 increases, the fuel rlow increases, and the kengine speed and the compressor discharge pressure (po) increase, it being assumed that there is temporarily no change in the altitude or speed of flight. As the pressure (po) increases, the barcmetric control dit responds oy lowering shaft mi) to increase the effective area of flow thru notch 2 9 in the barometric chopper valve 222, and since the path of iow from chamber 2m to conduit 10 is constant,the pressure (p4) in creases and motor tu increases the pump delivery. The engine speed consequently increases, the process beingl continuous as the pressure (po) increases, whereby the barometric control serves to control the rate of acceleration. As the engine lspeed approaches the value corresponding to the position of the control lever 26d the speed governor mechanism Si begins to become effective or to out in, governor cut-in occurring when valve iriii in vspeed governor mechanism iii?. just begins to restrict the effective area of flow thru port Vie.. The initial cut-in of governor choppe valve iid produces relatively little reduction of the value of the pressure (p3) and hence the fuel flow to the engine is only slightly reduced. Atthe l w speed setting corresponding to `the control lever position however, a small fuel flow change produces a relatively great speed change, so that the rate of acceleration is reduced at a lcorrespondingly relatively high rate. As the engine speed approaches the value correspending to the speed set by the control lever, its rate of acceleration is increasingly decreased, and when the 'desired engine speed is obtained, governor valve H55 is at its equilibrium position, pressure (pe) is approximately 10% less than pressure 1122), acceleration ceases, and steady state operation ensues.

When the control lever is iixed and the engine speed is substantially constant, as the pressure (po) increases corresponding to flight speed` in creaseV or .altitude decrease, or both, the developed 'made to allow sumcient new thru port Ile to perpower increases and an increasingly' greateramount of fuel is required to maintain the lengine speed. The barometric control 64 responds by lowering shaft i 90, as pressure (po) increases, thereby increasing the eiective area of .flow from port 22B, past notch 2|9, and into chamber 2|5.

The variable control oil pressure (p4) is thereby` increased and the fuel now correspondingly in-A Case B.

Cose Cwln actual service, the conditions assumed in Case A do not apply since they implyl zero flight speed maximum fiight altitude. We may assur-ne therefore that in Case 'A the presi sure (po) does not have a minimum value. The

actual conditions and their effect on the apparatus in Case A may be inferred from theabov-e explanation oi Case C- in which the engine is operating in a steady state conditionobtaining with the `control lever in the position shown, and altitude or flight speed conditions, or both, change to produce a corresponding change in compressor discharge pressure (pn).

Case D.-.e.ssurning that the engine speed ex` ceeds the value corresponding to the position of control lever 2 64, governor mechanism S2 is immediately effective 'to raise valve |45 to further restrict flow from port ll'l across the valve to conduit 85. Dece-leration consequently occurs the converse oi acceleration described in explanation of Oase B, and valve |555 is restored to its equilibrium position at which there is steady state flow.

It has been previously explained that. steady state operation at constant speed of any value occurs with the governor chopper valve M5 cut-in approximately 10%. Valve It issaid to be in full cut-in position when it restricts the eiiective area of iiow thru port iid a maximum amount. The valve is not permitted to stop the iiow thru por-t i'i entirely when in full cut-in position, since the variable control oil pressure (p4) would then be. reduced to a value equal to the value of the relatively low pressure (p), and the fuel punip delivery would be reduced to a minimum value. 'Combustion would consequently cease, or burner blowout would occur, and the engine could then. be restarted only by being accelerated to starting speed by external means. At full "cut-in therefore, provision is mit idling the engine. The governor valve is `said to be. cutou when it does not restrict flow thru port llt, and it is. therefore just cut-out when. the. lower edge of undercut its is aligned with the lower edge of port |18.

Thel total speed change which occurs as the valve moves from cut-out to full cut-in po 'sitions is known as the governor droop, The upward force on valve shaft Hit. produced py cle- 'vice i38- is proportional to the square ci its, speed 0f rotation or R.. P. M. Therefore, the same percentage change. in speed-from conditions of steady state operation at constant low and high speeds, respectively, results. in a greater change inthe value of the upward force at high speed than at low speed. With a helical spring of constant rate, such as spring |55 shown in the drawing, the same percentage change in speed from such con ditions of steady state operation at constant and high speeds, respectively, consequently results in a greater change of valve position and hence greater overspeed compensatory action of valve |45 at high speed than at low speed. It follows that in order to obtain identical compensatory valve movement from equilibrium position, when overspeeding occurs at low and high speeds, respectively, a smaller change of speed or less speed droop is required at high speed than at low speed. By definition, therefore, the percentage increase of speed occurring between initial cut-in and full out-in of the governor is greater at low speeds. This is illustrated in Figure 6, which shows the relationship between the control lever setting and speed for comparative conditions of overspeeding at which initial and full cut-in occurs.

The effect on the motor pressure and hence on the fuel flow produced by governor valve cutin is greater at high speed than at low speed, owing to the fact that at high speed the compressor discharge p-ressure is greater and the barometric chopper valve in control 64 is open farther. Figure 1 shows the relationship between the motor pressure and the engine speed for comparative conditions of full governor cutin at idling and full speeds of the engine.

In addition to its function as an acceleration control, the barometric control ell also serves the important purpose of reducing the governor droop as the night altitude increases or the flight speed decreases. The effect of the barometric control in this respect is greatest at high speeds as shown in Figure 8 in which is illustrated the relationship between the motor pressure and the engine speed for comparative con- -ditions in which the compressor discharge pressure varies from 70 to 10 p. s. i. absolute, corresponding to a decrease in altitude of flight or an equivalent condition.

In considering the matter of governor cutin, it is well to bear in mind that full cut-in never occurs as a result of overspeeding with the control lever iixed as for normal operation at a desired constant speed. Instead, full cut-in occurs when decelerating the engine and con` trol lever 254 is retarded in a counterclockwise direction to a setting value of speed sufficiently less than the engine speed before movement of the lever to cause full governor cut-in.

Case E.-When the position of control lever 264 is varied in the range approximately between 80 and 100 quadrant positions, the engine speed setting is unchanged, the value corresponding to the 80 quadrant position being the maximum allowable. Within this range, therefore, the lift of cam |13 and hence the angular position of shaft |85 remain constant. As the lever is moved from 80 to 100 positions, however, the movement of shaft |30 increases the deiiection of spring IIS and hence increases the pressure (p2). The fuel flow to the engine increases, therefore, and the power produced by the engine at constant maximum speed increases. In steady state operation at the approximate 100 lever position referred to, the engine operates at maximum speed and power, when the compressor discharge pressure has a maximum predetermined value.

Case F.The maximum limiting temperature 16 has a value which decreases slightly as the speed increases, there being an approximate straight line relationship between maximum limiting temperature and speed.

When the engine temperature increases so that thermal control Valve 258 opens and flow of air occurs past the valve to chamber 250 and conduit 40, the pressure downstream from restriction 2|0 and the pressure in chamber 203 of the barometric control B4 therefore decrease and the barometric chopper valve is consequently moved upward corresponding to a decrease in the value of the compressor discharge pressure. The pressure (p4) and the fuel flow to the engine are thus decreased. The fuel ow decrease results in lowered engine temperature and deceleration. When the temperature has fallen suiciently, the thermal control valve 258 closes and normal operation follows with the pressure (pn) again acting inside bellows |92. In the apparatus of Figure l, the barometric chopper valve 222 serves the combined functions of acceleration control and altitude compensation as previously explained. In addition, along with the contour of valve 258 in the thermal control, the barometric chopper valve also determines the effect on the variable control oil pressure (p4) of the thermal control valve opening. The effect produced at high values of the compressor discharge pressure is greater than that produced at low values, as indicated in Figure 10'.

FIGURE' 3 Referring to Figure 3, there is shown a crosssectional view of the apparatus of Figure 1 substantially as built and used for fuel control to a iet engine.

The apparatus is enclosed in a main housing 215i, having a housing cover 212 and a mounting flange 214 for installing the apparatus on the engine at a point where means are provided to operate a splined drive shaft 21B at a speed proportional to engine speed.

Corresponding to the apparatus of Figure 1, housing 210 serves as a reservoir from which hydraulic fluid is supplied to a pump, not shown, the pump being inside housing 210 and driven by shaft 216, or being located externally and operated by other suitable means. Hydraulic iiuid flows from the pump thru conduit 18 into chamber in pressure regulator 60. Some of the fluid is by-passed by valve Hi8, which is shown closed, to chamber H0 and thence to the reservoir thru drain conduit 1:1, the pressure (pz) in chamber 30 thereby being regulated at a substantially constant value.

rlhe remaining fluid flows thru conduit 82 to the speed governor mechanism 62 and past valve |45 on valve shaft Mil in mechanism 62 to conduit 841 the pressure (p3) in which is controlled by the governor mechanism and barometric control 04.

From conduit 811 the fluid flows into port 220 and past the barometric chopper valve 222 on valve shaft |2. Some of the :fluid is by-passed thru passage 224, channel 226, and passage 228, to a chamber 218 the pressure (p) in which is the same as in inlet conduit 10 of Figure 1. Conduit 86 is connected to the annular chamber 2|6 in shaft |99 for transmitting the variable control oil (V. C. O.) pressure to an external connection (not shown) which leads to the motor operated delivery varying means of the fuel pump corresponding to the structure of Figure 1.

Shaft 21B is connected thru a bearing and seal assembly 280 i to regulator valve z I 08 which... is therefore rotated as it .slides fin-l. regulation. .of pressure (202),# thevalue -of whichlis determined .by spring H18. Bearing-assembly i24isprovidedto prevent. rotation of .valve G8 fromv twisting. spring I-|8. Shaft |253 is positioned by gear |28 cin-shaft 30 vwhich is .connected-:to the engine-control lever 264 as shown inrFigure l.

Gearv :i I S -mounted on: shaft .21d-engages a. gear 284i-.mounted-.cn shaft |49 -foroperation of. device-|38 -in speed governormechanismfBZ... Device |38 is-.therefore operated-at..a...speed.pro portional to enginespeed.. rThe .rotation of .shaft |40 is transmitted to .Valve shaft IM-.at-.theupper/:endof vwhichbearing assembly4` |52fis `.provided' to .prevent Ithe-.rotation efshaft Y.IM from tendingto rotate spring-It..4 Spring,..|5 .is in compression between .support I 54,1.resting on the outer'I race of .bearing assembly |52..and..arm |58@ on shaft |59 which'is.positionedbywmova ment of gearfI-il.l on .shaft .-i-inresponse .to mouementof the engine control-leverle. Adjustable.- stops |22, 234,: and |80 are .provided Vas statedin 'connection withFigure-:l .for-determiningthe maximum and .-minimumheight of armw|f58 and for l-imitingzthe upward travel of valve-shaft Iii-4, respectively. AAdjustable stops |89,vv .|82 fand |84 -are .accessible `below a removableplu'g Il!! in housingizl'.

.Another gearf282 .is mountedon shaft 215 engag-ing a. gear .286 for.rotating lshaft |36 "andthe barometric. chopper valve. 2M. Gear .235 .is attached :to:r ia stub shaft 253g Which...is -fslidable in a bearing-2%finmelaticnto;gea.1=.2|2. A spring t9?, .supported by .a shearing..assembly4 |33, .acts upwardly ion.v shaft.l .2 8.8 .and there-byftends .to move shaft. Mil-upward. The-.location effspringlill differs from. that. shownin. Figure l .but fthe function-fis fthe same.- ln-.rFigure 3,-ihoWeverf-spring |91 isallowed .to rotate, the bearing fassembly...! S3 insuring equal angular .movement atboth ends of the spring. Spr.i'ng-..2il.is incompressien between afsremovable f plug-232 fin` cover-..212 :and cup .|33 ofbellowsll Y Vertical .movement P.of .shait ISE) `andelth'e barometric .chopperfvalve.2.22.is controlledQby bellows-|392 and-mgin-oppositionto thebnet upwardfforceof springs.- iii and- 2 iii] Ii Bellows chamber-.2M is evacuatedand .chamber .2&3 connect. edy .thru-conduit. .2M ...to. an opening ...,285 to .which a connection may be made with thethermal com. trol. in theengine., so that..chamber..:23 lis. maintained at .the compressor .discharge pressure .at all. temperatures below.l a .predetermined lirniting-value. The pressure inside sealingbellows. |95 is .maintained the same as that .inside housing 23|) hy xmea-nsof Aa grue-ved. channel Bellows |35 -isl vmade of v the smallest. p-racticablearea..an'd the design may ybe.y modied,. idesir'ed, .tcrinelude' means. .for .balancing ,forces on. the .sealing bellows. soifthat .pressure Q acting on. 4the, latter. has noei'iect on operation-of the controla .Gperation .of the 'apparatus .of'lFigure'3"isLes` sentiallythesam-e asthatof 'Figurelf liRefeir-ing to .Figure .4, there isshcwn diagram'- ma't'icall'if', `.the engine o'f Figure"1`c`onnected1to another' embodiment of my invention "having most` of 'the features .of "the .apparatus of Fg ure land .severa-Laddit'ional"features for provid-l ing improver-Lperformance. and .i'le'xilil'ityot .control. Those elements'in Figure Ll- ,whichQcorrespondefeactly-tof.their...ccunterparts .'inF-.igure l havecbeenmfgiven the :Samereierence .numerals and. wi11not .be .individually .described in .con-

nectionwith .the present figure.

The principalelementsof the-fuel system in apparatus `of rFigur-e .ll-are afuel pressure'regulator.294,f afuel stop cock `296, a by-pass stop cock yZltlall` ,of -which..are directly associated With afuelpump30. The principal elements of the hYdr-aulicsyStem of the apparatus of Figure-.4i .arethe hydraulic fluid pump 56, the check valve .mechanis1n..58,-the pressure regulator 6U, afspeedgcvernor.mechanism 303 including Yflyballcspeed responsive devicen|38 and a delayedaction mechanism l3 |-.2,. a thermaloverride. mecha-.- nism. 3|@ associated-with* thermal control 42,* a harometric .control 3|8, an. idle check valve mechanism 32d', anidle control322, a-power amplifierf32i,..and the fuel 4pressureregulator 294 which. is part. .of .both the .fuel 1 and the hydraulic systems.

Tubes 4U and 44,`respectively, are provided for Vtransmission of airfrom the engine. at the compressor :entrance pressure.(pE) and the compressor dischargepressure..(pr to the barometric controlfl.

Fuel 4'discharged..from ,pump 300 flows thru conduits 33S and 328,V .aA chamber 326 in fuel cut-off. .valve .mechanism 236 .and thence .thru conduit 46 fto...lmanifo1d .22 of theengine. Fuel pump .51ml vis driven by agear. .332 operated by the engine A and .supplies fuel Ito conduit 46 at pressure ipe) fromfinlet conduitlll which is connected to an. indicated source of. fuel. Fuel pressureregulatortfis .provided for. regulating the value. of .pressure..(.pr1), .when unrestricted flow occurs .thru :cocks 2% j and .298, by )oy-passing some of thefuel delivered-bypump 38|) from conduitii thru a chamber 331i and past a valve 333 thru..a..conduitl3l,. a Vchamber 342 in by-pass stop cock v.ZQland .into .a return conduit 344 connected to .inlet conduit 50.".

'The apparatus .of Figure 4 employs what is referredtoas a .closed hydraulic system which includes a.` reservoir somewhat diagrammatically represented-as 346. Indesign of the actual apparatus, reservoir -348 occupies a .relatively small volume ofthe Whole structure and is `used for the dual purpose of supplyingfiuid to pump 56 thru conduits 354,.356,.landft358and. for lubricating gears .and otherelements .in a continuous oil bath. 1n..the .embodiment shown,-the reservoir 3% is ven-tedtoatmosphere at and the pressure. (p)

of luid.fn..reservoir .346 :is .therefore atmospheric.v

Th'einvention is not .so limited, however, since it may be desiredto. pressurize chamber 352 to render the control. more exible.

Fluid flows vfrom pump 56 along a principal path including conduit l2, restriction .'iE, conduit '18,.chamber .Silin pressure regulator til, conduit 82,. governor chopper valve M5 in speed governor .mechanism .30.8, conduit Sli, a thermal override .choppervalve 356 in thermaloverride mechanism 3|4,` ay conduit .332, a barometric chopper .valve .351i in-.barometric control 31.3,.conduits ..'3`98.Land.1356,` a restricting chopper Valve 368,".a.conduit..3'|||,and .another conduit 312 connectecltoconduit 358,..Which returns the iiow to thepump. .Fluid .also .-iiows in a iirst supplementary path from.. conduit l2, thru conduit gli and check valvemechanism .58, to conduitt; and in a second supplementarypathlfrom chamber. 35i -in pressureregulator.e,.past.valve |933 into charnber..I|il-.of the .regulator,.to .a conduit 3713 and thence .tol conduit .356.. A .third supplementary patlrffor .fiuidsow from.conduit .l2 Y`includes .a conduit 3.7.6,. power ampliertZ d, conduits 3l 8 `and Aaecxztosm.

388 and a chopper valve 382 in barometric control 3 I8, to conduit 358. A fourth supplementary path of fluid iiow from conduit v'l2 includes a conduit 384, a chamber 386 in thermal override mechanism 3 4, a conduit 388, thermal control 42, a conduit 393, and conduits 3l2 and 358. A fifth supplementary path for flow under certain conditions hereinafter specified from conduit 'i2 includes a restriction 392, a conduit 394, check valve mechanism 323, a conduit 398, barometric chopper valve 354, conduit 398, and conduit 358 in which it joins the principal path of 110W. A sixth path includes conduit 394, a conduit 488, idle control 322, and conduits 39), 312, and 358. In all cases, the elements defining the respective paths of flow are stated in the order of now.

-Check valve mechanism 58, as described in connection with Figure l, maintains the pressure (p1) in conduit 'I2 at a substantially constant value.

Pressure regulator 58 is the same as the regulator Bil shown in Figure 1, except that the position of shaft |28 is controlled by a lever 482 the position of which therefore determines the value of the pressure (p2) in chamber 8E! and conduit 82. Pressure (p2) is substantially constant when the position of lever 482 is constant. Shaft l|4 is rotated by gear I6 driven by gear |'l on shaft ||9 which is rotated by the engine so that valve |88 is both slidable and rotatable in guide |85.

Speed governor mechanism 338 includes a housing 434 and yball speed responsive device |38 driven by shaft |48 on which there is a gear 485 driven by gear at a speed proportional to the engine speed. Governor valve shaft |44 is slidable in housing 434 in response to device |38, tending to move farther upward as the speed is increased. The upper end of shaft |44 has xed thereto ball bearing assembly |52 on which rests spring support |54. Governor spring 55 is in compression between support i514 and another spring support I408 xed to a shaft 4|@ which extends slidably thru the upper end of housing 484 and is connected to the delayed-action mechanism 3|2, which cooperates with a cam 428 to control the deflection of spring |55 and hence the value of cut-in speed of governor chopper valve |45, as defined in connection with Figure l.

Lever 442 is pivoted on va bearing 4|2 nxed in body 484 and has mounted at its upper end a roller 4|4 which engages a contoured cam plate 4|6 fixed to shaft 4m, so that movement of shaft 4| causes movement of shaft |24 in pressure regulator 55, the contour of plate 4|5 determining the relative movements of the two shafts.

In the embodiment shown in Figure 4, the delayed-action mechanism 3|2 includes a flanged support 4|@ fixed to the upper end of shaft 4m. A pair of bellows 428 and 422 is mounted between support 493 and housing 484, bellows 428 being inside bellows 422 and serving as a seal for shaft 4|8. A spring 424 is in compression between support 4|8 and an inverted flanged cup 426 the position of which is determined by cam 42B which is mounted on a shaft 433, so that angular movement of shaft 438 varies the deilection of spring y424 which tends to move shaft 4|0 downward in opposition to bellows 42) and 422. Another spring 432 is in compression between support 4| 8 and the lower flanged end of a retainer M8 which is slidable in the upper end of support 4|8, the latter being provided with a step 4|'| to limit downward movement of retainer 4|9, as shown in the drawing. A chamber 434 inside bellows 422 has a connection 436, containing a restriction 439, with the interior of a third bellows 43? xed to an extended portion of the upper end of housing 434. A spring 43| is compressed between the upper closed end of bellows 431 and a fixed support 435. Chamber 434, connection 436, and the interior of bellows 431 form a closed system, which is lled with a liquid of low vapor pressure and substantially constant viscosity. In steady state operation, the downward force of spring 432 is greater than the upward force of spring 424. vThe mechanism is in equilibrium when the respective positions of shaft 43|) and cam 428 are fixed, the pressure in chamber 434 is the same as that inside bellows 43?, and retainer 4|9 is engaged with cup 426, as shown in the drawing. On rapid movement of shaft 438 so that cam 428 moves cup 428 downward and out of engagement with retainer 4l9, spring 424 is compressed. The increased spring load forces flanged support 4|8 and shaft 4|@ downward in opposition to the pressure in chamber 434. The pressure in chamber 434 exceeds the pressure inside bellows 43'! until flow from chamber 434 thru connection 435 and restriction 433 increases the pressure in bellows 431 to a value at which equilibrium is restored. During this process the pressure in chamber 434 decreases and bellows 428 and 422 contract so that support 4|3 moves downward to restore engagement of retainer I9 with cup 426. Positioning of shaft 4H) in response to movement of cam 428 is thus delayed and an abrupt change in the deflection of spring |56 and consequently in the position of the governor chopper valve |45 is prevented.

Similarly, when shaft 438 is rapidly moved so that the lift of cam 428 decreases, cup 42E moves upwardly, the load on spring 424 is correspondingly decreased, and the pressure in chamber 434 remains less than that inside bellows 431 until flow thru restriction 439 restores equilibrium. In this process, cup 428 remains in engagement with retainer 4|9 which is temporarily raised off the step 4|1 until gradual expansion of bellows 428 and 422 raises flange 4|8 and thereby causes the retainer 4|9 to become seated on step 4|'| corresponding to a new condition of equilibrium.

It is thus apparent that both acceleration and deceleration are accomplished with springs 424 and 432 balancing each other, while in steady state operation these springs do not affect deflection of spring i53.

structurally, thermal control 42 diifers from the control 42 of Figure l only in respect to one conduit connection to the control in which respect the two controls may be made identical, if desired. The control in Figure 4, however, valves hydraulic fluid instead of air as in the thermal control of Figure l. Conduit 388 is connected to inlet chamber 285 and conduit 390 is connected to outlet chamber 258. The control is mounted on the engine so as to be subject to the engine temperature, as diagrammatically shown in Figure 1 where the control is subject to the engine tail pipe temperature. A path for flow of fluid thru control 42 is provided from conduit 388, thru chamber 236, past valve 258 and thru chamber 250 to conduit 338. Valve 258 normally is on seat 260, however, so that there is no ow through the control until the temperature exceeds a predetermined value. Then, valve 258 is lifted off the seat, the effective area of flow past the valve increasing as the temperature increases above the predetermined value.

The thermal override mechanism 3|4 is controlled by thermal control 42. Mechanism 3|4- 2f has 1a'fgeneralfly Lcyliiilrcallbotly33,tlerupper por-tionof'iwhich'isof` greater-diameterf than the lower'f end.: Inside lthe enlarged upper 'portionfof body/433 apiston 440 isslidably operable;episton '440 'being l xe'd to a1 val-ve #shafty i442 iwlf'i'ichnex# tends Ydownward frompistonfM andfslid'bly thru th'elower rbored en'd 'bfbodyf`433gishaft i 442 being rotated;y thru a connectionk from-shaft il I 9i? Piston 440 separates an upper chamber386 from a 1o`wer chamberf1381 `:which is ventediitof atmospheric pressure "(p). at Aavvent A'4433 The @pressure @in chamber 386 fis referredto las =th"e'-tl-1ermalfoil pressureandI is designated-me) .1 -A port 444 proLA vided 'ffat the yend 'of 'conduit 384:-isvalved by 1'a vertical chopper valveskit-i4546@inftlfle-upperA end of piston '446.A lWhen' valve'- 2 58- inl` thermal control 42- is `4closed, fluid-pressure-f(p1 isetransmitt'ed from 'conduit 384 ,ff thru; l port 5444 iand fslt44 6Y lto chamber 386 and hence-'to the ftopiof-f'pistonfw whchis consequently forced j"downward with a force Iproportional 'to 1 the thermalv i oilpressure which, inl this case, equals thegagerpressure 11(111) Opposingthis downwardforce-is the upwardiforee of aspring 448 compressedfbetweenth'e'respective lower ends of piston 446 l'and'cl-iamber381. AWhen thus f'moved 'downward n"=normal operation "at temperature less than -the "predetermined- Value at-which ValVev-'ZSSopenSftl-ie thermal chopper valve' 450 is lpositionedsothatflui'd may* flow unrestrictedly froml'conduit 84,='at pressure (pa) to conduit 362 infwhichthepressure`r is alsoI (p3) Vin operation at normal temperature;

When the predetermined limiting l temperature iseXceededfand-valve 258 inthermal"controle'42 opens, iiuid llows r4from chamber i386 tothe `rthermal control; theiow'being 'restricted by slot 446 so that the-thermal oill pressure ips) yincharn berfdecreases. `Valve 258'an'd slot446 are contoured toproduce a 'desi-red change in `the value of the thermal oilf pressure '(ps) `in' chamber V386; and hence a desiredrateoflri-seofpiston=446 corresponding to-'the engine rtemperatureincrease towhichthermal control-42 is subject. Similarly; thefthermal chopper Valve 450, which 'includes at least one vnotch 452,?vsmade` sothatfflow-rfrom conduit -64 to`A conduit f362 fandf'h'encewhe 'pres-4 sure (p5) in"conduit'362, is -variedriineapredetermined'relatonship withy thevariation inengine temperature in a narrow-range abovethervalue atwhch thermalcont-rol'valvefZ 58-begins toppen; Thermal controlf42 lisnotnecessarilylimitedito the type shown, tsince'any-control producing equivalent results is suitable'and-tlis :desirable to employacontrol which operates with minimum time '.lag in responsei to increasingV or #decreasing engine temperatures;

The barometric-control 3 liinclu'des acylindrical 'finned casing M6-'at i the lower end 'inside Whichis. mounted' aibellowsf462 iwhichfhas'an in- Verted"cup^`464-`ced to its-upper end. A Vseal bellows 466 vhas its rupper Jand 'lower respectively xed" to the Hupper endeof th'e interior 'of casing :466 'and tothe lowerendf'f'of --cupe464 so that bellows 462 an'd466iand'cup464 are 'subject to fthe same v'Verticalfmovement. Ax" ballE bearing assembly ,468 "is Xed 'insdethe lower end-V ofl` bel# lows1l66.` A 'valvel 'shaft416 extends' upward and slidably thru` avalve guide 412" formedfby anex-v tension of casing i466; landhas, its -lowerfendsup`l portedby the inner-race oifbearing' assembly k4658," the valve shaft being :connected lLto-fthe "bearing assembly-so that itiisvresponsivetovertical movement e' of bellows, 46lan'df466l" andindependent-ly rotatable inguidefMZ' 'Valve shaftf416 extends upwardlyfbeyondrguide 412 S7and is connectedfto shaft?! I 9 forf'rotaticncbyf the enginmuctherameans of rotation may be employed if desired. A spring 414 is compressed insidebellows 466 and another spring 416 is compressedrbetweenfxthe lower end of cup 464 and the lower` end of casing 460. A chamber 418 formed inside casing 460 and out# side bellows 462 .is connectedizo conduit 40 and is therefore subject to the pressure-(pn) Similarly, achamber 486.inside bellows 4.62 is.connected to conduit144 andis subject-tothe compressor'dis.- charge pressure (pn). 'Theilbarom'etric control 318 of Figure 4 vis responsivefto thepressure 'dif` ferential '(1015) (ps) 'rather than to .the absolute discharge pressure as is .the Vcorresponding.1con-'- trol Alilllofligure 1. v'The posit'i0nl .of valve'shaft' 416 in .guide 412 therefore'isplincipally a func tion of the pressure differential, the .ele'ct'of'the pressure .(pn) on seal bellows 466 beingrelatirely small". "The pressure Ldilfe'rentilal Kpn-five). varies in thesame .sense asth'e absolute dischargepressure .(pn) xin response to .engine speed, Laltitu'ce; speedI of. flight, and. ctherchanges as explained in connection .with- Figure x1, there being )differences of Zboth Value. and 'the .rate .o'f change Aofivalues of .'the differential .and the..absolute pressure which'. are account-edforlin design.an'd which produce .slightly different engine performance .The b'arorrletricv chopperlvalvte 3.64 .comprises aneundercut .in shaft 411),.` an ,annular .chamber formed by -the .undercut,..and "anotch 14.86 fat .the top l. l of undercut... VTlve .11364 controls the ...flow of uid'from conduit'362,Ithruanannular chan1- ber..434 .tomconduit's v398 and`35l6.`, Notch 'is' c-ontcuredso .that .the barometrc .chopper .value 364 serves .to .control both frate Lv0f. jacceleraf. tlon,..th'e .character of` altitudecompensation,: and toreduce vthe speedgovernorffldroop? at. altitude, as has .been explaineddn reference ',to .Figure .21.' Thepressurelpr) incondit 'isre'fe'rred to as .the Vl '.C. .0. or .variable .control .'oilipressurfe, which istransmitte'd .th'rwconditg to. ach'amr. ber i462y in.th'e..fuel..pressure regulator-',264 'forregulating the pressure (pr) of fuel deli'ueredtothe engine..

vThe:restricting chopper Nalve 368 'serves only.. to restrict. .thelowrom .conduit ,36.6 toJccnditsll and 3.58, `and d.consists .of. a..number .of. .vertieal ehopperl --slots in. shaft $4.10 wh'ich, atv -any given speed, maintainsa .constannelective ...area of flow fromv conduit ',366 past val\e.368 to -conduit .316 regardless .of .the ver.tical..positinn .of..valvIe ...shaft 410.-

rFuel lpressure .regulator .$2.94 'l has a .generally cylindrical: casing .49 4 the .diameter .of Ithe .upper portionof which. is somewhat .greater -th'an .that of the Vlower portion. in.. which'l piston .valve .i3 36 is slidably operable. .-Ay pair. ,of .bellows 496 fand-468 has its respective .lower .andnpperends .Xedljinside casng..494to the-lowerend of thellpperportion of. .ther casing =and..toa.- -p1ate5.6.6 which is' movable ..in..,re,sp.onse to l.llxure roffthe b'ellows. Piston valve 13.34 iis connect-ed..'t..plate3.506by a rod 562'.so.-that the Ipistonisalso responsive to movement` ofi-the bellows.. .Tlere islach'arnber 564 between bellows .d96`and 49.8 made subjectto atmospheric pressure .(pa). by vprovisin of a vent 566. Piston.336"separates Vchamber 2334 from a chamberV lllllinsi'de' bellows `4Sl8fthe 'pressure "'(r'r'f)y in which" isv m'aintainedequal'ito'that in'chamber 334"by"means Aof a channer I 0 E'in^piston-"336;

'Fuel' pressure regulatoriZ 94 is equilibrium when-the following "equationffof'iforces"apply:

. l* an.

lll MGAGEFMGAGE) whence it follows that the piston 336 controls the flow from the pump 386, thru conduit 338, and chamber 334 to conduit 346, in response to the variable control oil (V. C. O.) pressure (p4) in chamber 492, so that the fuel ypressure (p7) in chamber 334 and conduits 338 and 328 is in a constant relationship with the value of pressure p4) depending upon the respective areas of bellows 496 and 498.

The fuel stop cock 296 comprises a. body 512 bored to permit slidable operation therein of a pair of pistons 5 I 4 and 516 connected by a toothed shaft 518. Chamber 326 is connected to another chamber 524 above piston 514 by a channel 526 so that the pressure (p7) is transmitted to chamber 524. Shaft 5I8 is engaged by a gear 528 mounted on a shaft 522 rotatable in body 512, angular motion of shaft 522 between extreme clockwise and counterclockwise positions moving piston 516 from an extreme upward to an extreme downward position. In its upward position, piston 516 permits unrestricted ow from chamber 326 to conduit 46 so that the pressure (pF) in conduit 46 equals the pressure (p7) in chamber 326 and is therefore proportional to the value of the variable control oil pressure (104) tion, piston 516 blocks the ow from chamber 326 to conduit 46 so that fuel flow to the engine is cut off and pressure (pr) becomes zero. Meanwhile, pressure (p7) in chamber 334 continues to be regulated as a function of pressure (p4). Shaft 522 may be set at any desired angular position so that the fuel pressure (pr) is subject to control at any desired value less than that of pressure (p7) The by-pass stop cock 298 is substantially the same as stop cock 296 in all structural details. Stop cock 298 includes a body 528 bored for slidable operation therein of a pair of pistons 532 and 534 connected by a toothed shaft 536. Chamber 342 is connected to another chamber 538 above piston 514 by a channel 521. Piston 534 is movable in response to rotation of a gear 538 mounted on a shaft 539 in body 5 28. When shaft 439 is in its extreme counterclockwise position, piston 534 is moved upward to permit unrestricted flow from conduit 348 thru chamber 342 to conduit 344 so that the pressure (pa) in conduit 348 is the same as that at the inlet to pump 380. When shaft 539 is in its extreme clockwise position, piston 534 is moved downward to block now from conduit 348 to chamber 342 so that regardless of the position of stop cock 296, the pressure (pp) in conduit 46 is the full pressure producible by pump 388 and the fuel flow is not controlled by regulator 294. In intermediate positions of shaft 539 and piston 534 the value of the pressure (pa) is variable between the respective pump inlet and discharge pressures, thereby rendering the apparatus subject to control so that the fuel pressure (pF) is any desired value greater than that normally produced as va function of the variable control oil pressure (p4) acting on fuel pressure regulator 294.

The idle control 322 includes a housing 540 having therein a fluid chamber 542 connected to In its downward posiconduit 398 and hence being subject to pressure (p) which approximates atmospheric pressure (pa) when fluid reservoir 346 is vented to the atmosphere. A lever 544 is pivoted approximately at its center on a bearing 546 in chamber 542. Lever 544 is movable on bearing 546 in response to a pair of opposed bellows 548 and 558, between the free ends of which the upper end of lever 544 is retained. The left end of bellows 548 is Xed to housing 546 at the left side of chamber 542 and the right end of bellows 558 is xed to housing 546 at the right side of chamber 542. In the embodiment shown, bellows 558 is filled with a fluid having a predetermined coecient of thermal expansion and sealed at a desired standard altitude pressure (ps) such as at sea level; if desired, bellows 558 may be evacuated or a single spring-loaded evacuated bellows may be employed in place of bellows 548 and 550 depending upon the kind of mechanism and character of performance desired. Bellows 548 is subject to atmospheric pressure transmitted to its interior thru a vent 552. A spring 554 is compressed between the lower end of lever 544 and a ball valve 556 which engages a seat connected to conduit 488. Lever 544 is in equilibrium when the resultant of forces due to bellows 548 and 558 at its upper end equals the spring force at the lower end. The resultant of the bellows forces is zero when the atmospheric pressure (pa) equals the standard pressure (ps) in bellows 558. When this condition applies, the force of spring 554 is made so that ball valve 556 moves off seat 558 at a predetermined value of the pressure (p9) in conduits 488 and 394. As the atmospheric pressure decreases corresponding to an increase in altitude, the force proportional to the differential (ps-pa) increases and the upper end of lever 544 moves leftward thereby decreasing the spring load on ball valve 556 and allowing it to open at a decreased value of pressure (p9) Idle check valve mechanism 320 is similar to mechanism 58 and comprises a body 568 enclosing a ball Valve 566, held against its seat by a spring 568. The downstream side of valve 566 is connected to conduit 396 and is therefore subject to the variable control oil pressure (p4) The upstream side of valve 566 is connected to conduit 394 so that the mechanism 321) is effective to permit flow from conduit 364 past valve 566 to conduit 396 when the pressure (p9) exceeds the pressure (p4) by an amount determined by the substantially constant load of spring 588.

The idle control 322 and the idle check Valve mechanism 328 cooperate to maintain a minimum value of the Variable control oil pressure (p4) and hence a minimum value of fuel flow to the engine. In the embodiment shown, the minimum value of pressure (p4) decreases as altitude increases; if it is desired to increase the idle fuel flow as the altitude increases the respective positions of bellows 548 and 558 may be reversed.

The power amplifier 324 has a generally cylindrical body 518 in which there is a slidable valve sleeve 514. Valve sleeve 514 has a rod 516 fixed to its left end for slidable operation thru the apertured left end of body 518. Rod 516 has a pin-and-slot connection 518 with a lever 588 fixed to a rotatable shaft 562. A valve 586 is slidable inside valve sleeve 514. Valve 586 extends thru the apertured right-hand end of body 510. Valve 586 is operable in response to movement of a shaft 588 on which there is fixed a cam 598 which engages a pin 592 near the end of shaft 586. A chamber-594 is provided between the left-hand 27 positions, the pressure (p2) as controlled by pressure regulator 66 does not change, as in the apparatus of Figure 1, but by-pass stop cock 293 moves from full open to closed position thereby increasing the fuel flow to a maximum value determined by the capacity of fuel pump 369.

The speed governor droop characteristics are the same in the apparatus of Figure 4 as that of Figure 1, and the governor droop is subject to reduction at altitude in response to the barometric chopper valve 364. The apparatus of Figure 4, however, is distinguished from that of Figure 1 in that the thermal chopper valve 456 is interposed in the path of uid flow from the governor chopper valve |45 to the barometric chopper valve 364.

The temperature droop is the same in the apparatus of both Figures 1 and 4, since they employ functionally equivalent thermal controls 42, air and fluid respectively being valved in the two embodiments of Figures 1 and 4, In discussion of Figure l, it was pointed out that the barometric chopper valveperforms a threefold function of controlling the character of response to acceleration, altitude and temperature. In the apparatus of Figure 4, the effect of the thermal control on the variable control oil (V. C. O.) pressure is more flexibly controlled with greater independence from other functions of the barometric control, by provision of the thermal chopper valve 456. The combined elects of thermal valve 456 and barometric chopper valve 364 are subsequently explained in connection with Figure 10.

FIGURE 5 tional check valve 136 in a fuel pressure regulator 132 which replaces regulator 294, a somewhat differently constructed barometric control 133 in place of control 3 I6, and a modified pressure line hook-up to the power amplifier 324.

Tube 46 is connected to a conduit 136 for transmission of air at the pressure (ps) from the engine to a chamber 138 in fuel pressure regulator 132, and to the interior of an upper bellows 146 in barometric control 133. Tube 44 transmits the compressor discharge pressure (pn) from the engine to the interior of a lower bellows 142 in the barometric control.

Fuel pump outlet conduit 336 leads thru chamber 326 in double stop cock mechanism 128 and thence thru conduit 46 to the engine manifold 22. Fuel pump 366 is driven by gear 332 operated by the engine and supplies fuel to conduit 46 at pressure (pF) from the inlet conduit 56 which is connected to an indicated source of supply.

Fuel pressure regulator 132 regulates the value of the pressure (pF) in conduit 46, when unrestricted flow is allowed thru double stop cock 128, by by-passing some of the fuel delivered by pump 366 from conduit 336 thru a conduit 144, into chamber 334 and past valve 336 in fuel pressure regulator 132, thence thru conduit 346, chamber 342 in double stop cock 128 and into return. conduit 3,44 connected. t0, illll? Conduit 50'.' y

As does the apparatus of Figure'4, the apparatus of Figure 5 employs a closed hydraulic system which includes reservoir 346, from which fluid is supplied to pump 56 thru conduits 354 and 356 at pressure (p).

The principal path of flow from fluid pump 56 includes a conduit 146, conduit 12, restriction 16, conduit 18, pressure regulator 66, conduit 82, governor chopper valve |45 in speed governor mechanism 134, conduit 84, thermal override chopper valve 456 in thermal override mechanism 126, conduit 362, barometric chopper valve 364 in barometric control 133, conduits 148, 158 and 152, restricting chopper valve 368, a pair of conduits 162 and 164, and conduit 358. Fluid may also flow in supplementary paths as follows: (1) from conduit 146, thru a conduit 154 and check valve mechanism 58 which is shown diagrammatically in Figure 5, to conduits 66 and 354; (2), from conduit 18, thru pressure regulator 60, to a conduit 156 and conduits 354 and 358; (3), from conduit 316, thru power amplifier 324, conduit 318, a chopper valve 153 in barometric control 133, to conduits 164 and 358; (4), from conduit 316, thru power amplifier 324, a conduit 166, a chopper valve 168 in barometric control 133, and a conduit 116, to conduits 162, 164 and 358; (5), from conduit 12, thru restriction 392, conduit 394, check valve mechanism 326, and conduits 148, 156 and 152 to the fuel pressure regulator 132 and thence thru chopper valve 368, and conduits 162 and 164 to conduit 358; (6), from conduit 394, into a conduit 112, thru idle control 322 and conduit 164 to conduit 358. In all cases, the respective elements are specified in the order of flow.

Check valve mechanism 58 is the same as in the apparatus of Figure 1 and performs the function of regulating the pressure (p1) in conduit 154 and connecting conduits 146 and 12 at a substantially constant value.

Pressure regulator 66 is also the same as in Figures 1, 3 and 4 and serves the same purpose; i. e., it regulates the pressure (p2) in conduit 82, upstream from the speed governor mechanism 134, Shaft H4, which extends downward from regulator 66, is rotated by gear H6 engaged by gear H1 which is mounted on shaft H9. Shaft H9 is rotated by the engine at a speed proportional to the engine speed. The value of the pressure (pz) is variable in response to vertical movement of shaft |26 which extends upwardly from regulator 66. Shaft |26 is toothed to provide engagement with a gear 114 mounted on a fixed shaft 116 and fixed to a lever 118.

Speed governor mechanism 134 has a housing 186 in the lower end of which shaft |46 is mounted for rotation of speed responsive device |38. Shaft |46 is driven by gear 466 which, in turn, is driven by gear H1 at a speed proportional to the engine speed. The governor chopper valve shaft |44 is slidable in response to device |38 in a guide 182 provided in housing 166, tending 4to move upward as the speed is increased. The upper end of shaft l|44 extends above guide 182 and has fixed thereto the ball bearing assembly |52 on which rests spring support |54. Governor spring |56 is in compression between support |54 and another support 184 the position of which is controlled by a cam 186 fixed to a shaft 188 rotatable by means of a lever 196. A link 192 connects the respective `upper ends of levers 196 and 118 so that movemoscou :of shaft 138 simultane usly determines the of shown as 'T95 4located in vthe tail pipe ofthe engine. Allowing for temperature droop which has somewhat the same `characteristics 1in the apparatus of Figure 5 as 2in lthose of 'Figures l `and 4, when the engine '-'teinp'erature 'exceeds 4a predetermined value, thermal control pickup "H6 causes actuator 194 vto rotate :a sha/it WB a y'sense to -rnove 'shaft 'T923 in an upward direction. For example, pick-up 196 1may -operate a reversing switch to control lthe ldirection f of v`-rnoition'of a motor in actuator 195s. Thermal overr'de mechanism il-2B has 'a ygenerally cylindrical bod-y 8-00 having therein a pair of coaxial bores 1302 and tod. The lower 'bore y8M is threaded to Lcor-respond Vto the upper end of sha'ft Tet. TA 'valve shaft 806 slidablyoperable rin lbore 8m is connected to the upper end of shaft 1% 'by a stem 80e having 'fixed `thereto a disc 81H) -fitted v'into shaft F598 so that stern 8&8 and fshaft 198 may rotate 'independently of each other 4 but so tlratvertical movement of shaft T93 -is transmitted to stem 808 and hence to shaft 8h26. Shaft 806 extends above 4body Soil and is connected to shaft H9 or other suitable means of rotation. The thermal override chopper valve 450 includes undercut 451, annular chamber 455 and notch '452, and controls the flow of 'uid from port 45A at the left end of conduit 84 to port 453 at 'the right end of conduit 3552; k'The effect-ive 'area of vflow thru chopper valve i150 decreases Vas actuator 19d moves shaft 8% upwardly, vas is .the case when a predetermined engine temperature 'is exceeded. The pressure '(p) in 'conduit"352 normally lhas a Value Vapproximately equal to that ofthe vpressure (p3) 'in conduit to, until the predetermined 'engine 'temperature is 'exceeded and valve '45d moves upward, when .pressure (p5) is decreased. When the engine 'temperature decreases and is restored to Aa value equal toor slightly less than 'the predetermined value, actuator '194 restores chopper valve 'il-50 to a .substantially7 full open position.

The barometric control 133 has an approx-irnately central column 'M2 to the Aupper and lower vends of which are respectively symmetrically ixed a pair Aof cylindrical casings 81'4 "and 816. The upper end of bellows 'Mil 'is fixed inside oasing SI1! to its 'upper end, the lower end of bello-ws 'Mil being supported by a plate .818 which is lconnected thru a bearing assembly 820 with the upper vend of Ya valve shaft 8.22, which operates in a guide 824 lin column 812. Similarly, the lower end vof bellows 'U52 is xed inside .casing 816 to its lower end, the upper end of bellows M2 being connected vto another plate 826 which supports a bearing assembly 8.28 thru which 4plate 326 vis connected to shaft 322. A gear829 mounted on shaft 622 is -connecter?!` to gear III for rotation of the shaft. Valve shaft 8.22 is therefore both 'slidable and rotatable in 'guide 824, it being provided that 'the vertical4 :bellows |40 and 142' are vented kito 'atmosphere 30 at vente 835 @and '5838, but .may be 'rented 'to any 'other available common pressure, desired. .A spring Bicis compressed between the top yof cas- 'ine- 8M land plate $18, and tends to :move valve shaft 1822 downward 1in opposition to an upward lforce due l'to the pressure differential IWB-moaning Afon bellows 'M2 and 7145.. Movemen-'t of 'shaft 822, :and hence the :movement :of chopper `valvcs We, 168, 35s, .and '.3268 is in :accordance lwithfa 'predetermined function fof the pressure diterfental 1pm-pri) As in the apparatus of Figure vit, when the differential increases `'cor'respon'ding toan increase foi engine or night Vspeed or to ein :altitude decrease, shaft 822 moves `iup-ward..

The eiective'area of flow thru the .barometric chopper valve-3B4-increases 1as=shaft 822 rises or asthe d-iiierentialfpo-pr increases. The path `of ilow from fthe valve ithru conduits M8, '1:50, and '15.21at the variable control oil pressure (p4) 'to v.the restricting chopper valve 36S and thence to conduits 1132, 1M .and i353 exactly corresponds to flow from the equivalent'valves 364 and 368 .in the apparatus of uFigure 4 and identical results are produced. Similarly, the connection between thev barometric `chopper valve 364 thru conduit 143 to check valve mechanism 32B :and thence thru :conduit T395 to idle control 3:2212, :restriction '392 and conduit :l2 V:both :structurally andfnrrctionally correspond to the equivalent connection in the apparatus fof Figure e. .Both the idle control l322 and check valve lmechanism 320 Ifonction .as in Figure f4,

The Tfuel pressure control 732 differs .slightly from the control L2M 4of .Figure 4 owing to its having 'the additional ball che-cl; valve 13B and -a'n additional xed restriction M2. Fuel :pressure regulator W32-.includes fa casing M4., -the upper end of which Ihas 'a greater diameter than that of the lower end fin which piston valve 336 rslidably operable 'to control 'the eiective. area of now './tlnlu 'port 132 connected to conduit 340. Piston fis connected by :rod to2 to the yupper ends of a pairof telescopen 'bellows ki396 and 4.93

' `w'hicl-l 'are 'fastened inside 'and to the lower fend of .the .enlarged upper portion of casing 841. 'Chamber 1334 -be1ow-piston .3316 is connected to conduit 1M and is :separated by the piston from chamber 5M 'inside 'bellows `E93. Chamber 492, outside bellows 4536, hastwo parallel connections with conduit '1512; time firstthru yfined restriction v142 connected to conduit 1152; yand the second thru fa yconduit .8463111 the upper end of which is normally seated a iball valve 33's, `and :a chamber $48 connected to conduit H2. spring o5@ is :compressed .between valve 131! and the right- `hand end :of chamber :Maand tends to seat valve i130, thereby tending to prevent :now from con lduitt to conduit 1:52.

.in operation, when the variable control oil pressure ftp-4) inxoondui't 1'5-2 rapidly increases, therfuel `pressure 'regulator T32 becomes subject 'to the'increasedpressure (p4) only y'as olow ocabrupt response to rapid increase of pressure lips) is `prohibited therefore fand fthe fuel pressure regulator supplevments thefbarornet1ic chopper valve 34514 as an acceleration control. Conversely, when the value 'of the variable-control -ol pressure (p4) rapidly decreases-check fvalvelfo 'opens so tha-tideeeler tion occurs more rapidly tha'n kacceleration 'and is affected by the fuel pressure control `l321only as .is determined by theload on spring 8,50.

In .the embodiment of'Fi-gure 5,*.simultane'ous operation-ofthe' power amplifier SN/and y#the 

